Elevator control system



May 31, 1960 J. v. O'GRADY mL 2,938,604

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' INVENTORS Joseph Y OGrady Dona/d {May/:man

By their attorneys wam mail 'wn May 31, 1960 J. v. OGRADY ErAL 2,938,604

ELEvAToR CONTROL SYSTEM May 31, 1960 Filed Dec. 24, 1958 J. V. O'GRADY EI'AL ELEVATOR CONTROL `SYSTEM 19 Sheets-Sheet 3 May 31, 1960 J. v. O'GRADY ETAL 2,938,604'

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au( i United States Patent O ELEvAToR coNrRoL SYSTEM Joseph V. OGrady, Middletown Township, Monmouth Qounty, and Donald T. Moynihan, Westfield, NJ., assignors to Elevators Supplies Company, Inc., a corporation of New Jersey FiledDec. 24, 1958, Ser. No. 782,881 n 49 Claims. (Cl. 187-29) The present invention relates to control systems for elevators.

-In recent years it has been found economically desirable to employ automatic systems for regulating the travel of elevators in multi-story buildings.

In most of the systems presently in operation having two or more cars, one of the iioors, normally the street floor, is selected as the lower terminal door and an upper floor, normally the top iloor in the building, is chosen as the upper terminal floor. Devices are then provided for dispatching the cars from one or both of these terminal floors at timed intervals.

.Conventionally hall signals are provided for use by intending passengers on each oor. These signals normally indicate to the elevator system whether a passenger intends to travel upwardly or downwardly from his present position. `Car signals are also provided in each elevator car by means of which passengers in the car or the car operator, if one is present, can indicate the oor to which it is desired that the car travel. Hall signals and car signals are conventional in the art, and in the typical case an upwardly moving car will answer only up hall calls and higher car calls and a downwardly moving car only down hall calls and lower car calls.

Modern elevator systems are usually .designed for operation either with or without an attendant in each car. Where no attendant is employed, a car arriving at a terminal floor, will automatically open itsdoors to allow its passengers to leave. After a certain time interval it will close its doors and remain standing with the doors closed until it is chosen to be the next car to leave the terminal oor. At this time its doors will-open and remain open until it gets the signal to leave. It will then close its doors and move out. As it moves upwardly it will stop for up hall signals and for car calls. At each stop it will open its doors to permit egress and ingress of passengers and then close the doors and move on. Under most conditions it will continue to Ymove until it reaches the most distant terminal when -the above cycle will be repeated, 'but in the reverse direction. V

If an attendant -is employed with such a system, his function is normally limited to closing the doors and assisting passengers to register car calls.

Conventional modern elevator systems also are usually equipped with a means for changing the program, or mode of operation, of the system. Thus, for example, in a modern oice building, the prevailing direction of trac iis quite dilerent at nine in the morning than it is at five in the evening, and a different mode of operation is required for the elevator system 'in order to furnish optimum service. Most modern systems Aare provided with a program selector which will enable a supervisor or starter to select which program or service he desires to be put into effect. Conventionally these several programs include the so-called fUpPeak, KBalanced, Down Peak and On Call modes of operation. Under Up Peak operation, which is usually em.

v creases maintenance and servicing costs.

I travel to the highest call, then reverse and park at 2 l Y ployed when the trac is predominantly upward, cars are dispatched from a lower terminal at timed intervals. They travel only to the highest oor for which a service demand has been registered and then immediately return to the lower terminal.

Under Balanced operation, usually employed where the traffic is about the same in both directions, cars are time-dispatched from both the upper and lower termi'- nals. In certain systems provision is made for reversing an upwardly moving car before it reaches the upper terminal, if it is late.

Down Peak is used where traiiic is predominantly downwardly moving. This normally involves time dispatching from the upper terminal and immediate dispatching from the lower terminal, i.e. a car reaching the lower terminal is dispatched therefrom as soon as it has discharged its passengers.

On Call operation is normally used when demand for service is only intermittent, e.g. .in au oce building, on weekends, evenings and holidays. Under this system cars are normally time dispatched from the lower terminal, provided there is a demand for service. They the lower terminal.

Other programs or modes of operation may also be provided. For example, under conditions of heavy up or heavy down traiic, not to the level of Up or Down Peak, the dispatching interval at the lower or lupper terminal may be shortened. Such modied programs are conveniently referred to as Heavier Up and Heavier Down.

VAs noted above, a switch is usually provided in "the lobby `of the building by means of which a supervisor oistarter can select the program or mode of operation most suitable for the prevailing trac conditions. In many instances `this function is performed by a clock which puts the program desired into effect at certain hours of the day.

The conventional systems whose operation has been described above have a number of drawbacks. In the first place, during most portions of the day, i.e. when the system is on Balanced operation, cars are continually moving between the upper and lower terminals, even though no service demand is registered. Y This is inher` ently wasteful of power and, by increasing wear, in-

Moreover, the shift from one program or mode of operation to another is not responsive to actual traffic conditions, so that optimum service is not provided. Finally, systems of the vtype described are extremely complex and an occasional malfunction or breakdown often occurs. In prior systems, however, adequate provision has not been made for maintaining elevatorv service, even if portions of the control system become inoperative. Y

In accordance with the present invention these draw` backs are overcome. Speciiically, the present invention provides a multi-car elevator system serving a plurality of oors in which there are a plurality of modes of operation. A programming switch is provided by means of which a starter or supervisor can manually select any speciiic program, Yor put the entire system under automatic control. When the system is under automatic control the mode of operation is subjectto selection by (l) a clock; (2) a device sensitive to the load carried by the cars; and v(3) a computer of novel design which measures and evaluates the number of hall and car calls in the system.

Another characteristic of the system Iwhich tends to make it Imore economical :to operate is that cars may be time dispatched from terminall oors only if there is a service demand 4in the system; provision being made, 

